Kegistek



J: OHMER Dec. 1, 1936.

REGISTER Filed Dec. 24, 1950 12 Sheets-Sheet 1 INVENTOR r U m m f1 Dec. 1,.1936. J, F HMER 2,062,602

REGISTER Filed Dec. 24, 1930 12 Sheets-Sheet 2 TORNE Y J. F. OHMER Dec. 1, 1936.

REGISTER 12 sheets-sheet 4 Filed Dec. 24, 1930 11v VENTOR Jofin cf O/nmr W Wm A TTORNE Y J. F. OHMER Dec.

REGISTER Filed Dec. 24, 1950 12 Sheets-Sheet 5 m M W I I M I I r 2% T7 N 5 mUM m w y 4w u MW 4 w MM 1 Dec. 1,1936, 1 F, HME 2,062,602

REGISTER Filed Dec. 24, 1950 12 Sheets-Sheet e IN VENTO/e JMI: 0/? W122 2 WW WM A TTORNE V Dec. 1, 1936. J. F' OHMER 2,062,602

REGISTER Filed Dec. 24, 1930 12 Sheets-Sheet -7 QM]? ZZZ 7 WM A TTORNEY Dec. 1, 1936. J, F OHMER 2,062,602

REGISTER Filed Dec. 24, 1930 12 Sheets-Sheet 8 if an F W INVENTOR Jofln 077 0/?7/20 B) Mm J; OHMER REGISTER Filed Dec. 24, 1950 12 Sheets-Sheet 9' gm Q3 1N VENTOR vZn m m WWW Patented Dec. 1, 1936 UNITED STATES PAT? REGISTER John F. Ohiner, Dayton, Ohio, assignor, by inesne assignments, to Central "United National Bank, Cleveland, @hio, as trustee Application December 24, 1930, Serial No. 504,609

4 Claims. (Cl. 235-311) The object of this invention is to provide means issued a blue ticket. If there are additional whereby an accurate record may be made of the zones the ticket for each of these zones would zone in which each passenger entered the transbe characterized by different destination colors. portation vehicle and the zone in which he was On each of these tickets the date is printed, as discharged. A further object of the invention is well as the direction of travel of the conveyance 5 to provide means whereby the passengers will be and the zone in which the passenger embarked. at all times informed of the zone in which they Each ticket, therefore, shows by its color the are now traveling. This will be a great 0011- destination of the passenger and by the indicia venience to passengers, especially when travelprinted thereon the date, the direction of travel ing in cities with which they are not familiar and the zone in which the ticket was issued. 10 or when traveling at night. If a passenger In the modern operation of buses, street cars, knows that his destination is zone 2, the display interurban lines and railways there are certain of this zone in the register will indicate to him rush periods at which there are a large number that he is now in the zone where he is to get of passengers who desire to enter the car. It 01f and he can at that time speak to the conis very necessary that the car can be filled in 5 ductor, telling him the exact street where he the least possible time. I have, therefore, recogwishes to leave the conveyance. nized the fact that it would not be feasible for While I have shown the invention as applied the conductor to have a large number of levers or to zones, it will be, of course, understood that I keys to set in order to issue a ticket. In order to use the word zone in its broad meaning, which issue the ticket in the least possible time, I have would include streets or railway stations or any provided a group of levers, one for each destinaother suitable designation of the position of the tion zone. As each passenger gets on he pays his car or bus. fare to the destination where he desires to leave I have shown my invention as applied to a the car. All that the conductor has to do is to well-known type of register in which there is a collect this fare and pull down the lever correcounter to register the total number of passponding to the destination to which the passengers which have entered the conveyance and senger has paid his fare. The mere fact that the direction of travel, such as In and Out, the conductor pulls down the proper destination North and South, or other means to indicate lever issues the ticket or receipt to the passenger, the direction of travel. as well as setting in motion electric means to I have also provided means to indicate the register on the passenger counter and to display e Which ac passenger has paid for his transthe amount of fare registered and register this portation and I have provided counters to record fare on the proper counter. The conductor, the number of each kind of fares which have therefore, has only one lever to pull for every been paid. passenger who enters the car. 35

I have s own mea s to record y three zones Another object of the invention is to prevent but it Will, of Course, be understood that a y mistakes on the part of the conductor by visibly u b 0f OneS y be p y the p displaying to him the proper amount of fare pose of illustration I have considered that it will which he h l neot from the zone in which 4 cost a passenger 3 to ride in the zone in which he t th t time is to any zone which the car the car was when he entered the same and it W111 later pass through will ost m ride in each Zone ihereafter- Another object of the invention is to provide a It is obvious that this initial fare could be any Single lever, which 111 be t t by t figure whatsoever and the charge for riding in ductor at the time he enters a new zone, which each additional Zone could be M or any other will illuminate a light to show to the passenger 45 figure that the car is now passing into a new zone and Another object of the invention is to provide means whereby each passenger will be furnished the numbel of that Zone The Operatlon of t NT QFFICE with a ticket or receipt which tickets are differ lever also changes the indicia which the conductor ently colored according to the destination of the can see to P hlm the amount of fajre Whlch passengen For instance, as Shown by Way of should be paid in that zone and succeeding zones. illustration in the drawings, if the passenger pays Qpemtlol} of thus. 1eVe1' a1S0 Phanges all of the his fare to zone 1 he is issued a red ticket, whereplll'ltlng deVlCeS Whlch W p O ll Of the as if he pays his fare to zone 2 he is issued a, green tickets the zone in which the passenger entered ticket and if he pays his fare to zone 3 he is the car. 55

Various other objects will appear in the detailed description and claims which follow.

In the drawings I have shown, by way of illustration, means to accomplish the desired results in which Figure 1 is an elevational view of one of the well-known types of Ohmer fare registers which is usually mounted in the front end of a car or bus.

Figure 2 is a side-elevational view thereof with a part of the casing broken away showing some of the interior mechanism.

Figure 3 is a side view of the counter and the actuating means therefor which registers the number of fares of each different kind paid.

Figure 4 is a front view thereof.

Figure 5 is an elevational view of the motor and certain parts associated therewith.

Figure 6 is a side-elevational view of the motor driven shaft and parts mounted thereon.

Figure 7 is a view, partly in cross section, of the switch arms and operating means therefor shown in Figure 5.

Figure 8 is a top plan view of the ticket receiving receptacle shown in Figure 16.

Figure 9 is a fragmentary cross sectional view of the upper part of the ticket receiving receptacle and cover therefor.

Figure 10 is a front View of the fare indicating tablets.

Figure 11 is a front view of the reciprocating gate and operating means therefor.

Figure 12 is an end View of the register which is placed beside the conductor, which register houses means to control the register shown in Figure 1.

Figure 13 is a cross sectional view of the operating handle for the controlling of the rotor.

Figure 14 is a cross sectional view through the conductors register taken on the line I4I4 of Figure 15 looking in the direction of the arrows.

Figure 15 is a front elevational view of the right half of the conductors register with the casing removed.

Figure 15A shows the hand lever locking solenoid.

Figure 16 is a front view of the left half of the conductors register with the casing removed, which view also shows the ticket receptacle.

Figure 17 is a diagrammatic view of the date printing means and the setting means therefor.

Figure 18 is a front elevational view of the setting means for the printing type showing the direction of travel and the zone in which the passenger embarks, as well as the feeding means for the tickets.

Figure 19 is a plan view of the peripheries of the contact drums.

Figure 20 is a view of the stationary contact members.

Figures 21, 22 and 23 show the tickets as issued by the machine.

Figure 24 is a diagrammatic view of the electric circuits.

Figure 25 is a cross sectional View on the line 25-25 of Figure 26 of a modification of the zone selector and certain of the parts associated therewith.

Figure 26 is a front view thereof.

Figure 27 is an end view of the stationary contact plate shown in Figure 25.

Figure 28 is a front view thereof.

Figure 29 is an end view of the zone selector shown in Figure 25.

Figure 30 is a front view thereof.

As shown in the drawings there are two registers. The register shown in Figure 1 will be referred to as the driven register and the register shown in Figure 14 will be referred to as the actuating register. The driven register shown in Figure l is substantially the same as the wellknown Ohmer fare register which has for many years been in use on transportation lines. In connection with this driven register there are means to electrically operate the same, substantially as shown in the application of Grover C. Coil, Serial No. 462,978, filed June 23, 1930.

Near the top of the driven register transparent material such as glass is mounted in windows I, 2, and. 3 and on the glass or showing through the same are figures 1, 2, and 3. Above these windows there is a sign reading In zone. This zone indicator may be separate from the register and may be mounted on top of the car or in any place where it might be desired to show to passengers or others the zone in which the car is at that time. Behind each of the windows there is an incandescent light 4 (Figure 2) which is in the circuit of the leads 5 and 6 (Figure 13) which leads communicate with spring contacts I and 8 which are mounted on an insulated plate 9 (Figures 12 and 13). The insulated plate 9 is in the shape of a regular polygon, having twice as many sides as there are zones on the line. On each of these sides the spring contacts I and 8 are mounted. The hand crank I0 (Figures 12, 13, and 15) is provided with a handle I I. Through the handle extends a spring pressed contact II, the movement of which is limited by any conventional means not shown.

For the purpose of illustration I have assumed that there are only three zones on the line although there might be any number of such zones. Any end zone, such as the southernmost zone, I have called zone 1; the middle zone, zone 2; and the last one, such as the north end, zone 3. In stead of using South and North any other designation could be used, such as In and Out', East and West, etc., which indicia appears in the sight opening I3 (Figure l). The southernmost end of the line is zone 1 and regardless of which direction the car may be traveling this would still be zone 1. When traveling in this zone the crank handle I0 should be in its uppermost position, as shown in Figures l2, l3, and 15, and the spring contact I2 is engaging the contact I and pressing it against the contact 8, closing the circuit through the leads 5 and 6 which com-- municate with the light 4 which is directly behind the numeral 1 in the window I. There are three such lights separated by compartments I4 (Figure 2). When the car passes into the second zone the hand crank I0 is rotated manually so that the contact [2 engages a spring contact 113 (Figure 12) which spring contact 113 is pressed against a contact similar to the contact 8 and closes a circuit leading to the incandescent light 4 which is behind the window 2 (Figure 1) showing that the car is now in zone 2. When the car passes into the third zone the crank I0 is manually moved so that the contact I2 will engage the spring contact IC which, in like manner as described above, closes a circuit leading to the incandescent light 4 behind the window 3 showing that the car is now in the third zone. When the car reaches the end of its outward direction or its north bound travel and starts south it will still be in zone 3. The hand lever II is moved so that the contact I2 will engage a spring contact ID which causes, as above described, the light the passenger.

behind the window 3 to be illuminated showing that the car is in zone 3. The same light is, therefore, lit whether the spring contact l2 engages the contact 10 or 1D. When the car now passes, in its south bound travel, to zone 2 the crank handle I0 is moved so that the contact l2 engages the spring contact 1E which causes the light behind the window 2 to be illuminated. The light behind the window 2 is therefore, illuminated when the hand lever I0 is in a. position to cause its contact |2 to engage either the spring contact 13 or IE. When the car now passes on its south bound travel into zone 1 the conductor moves the crank I so that the contact l2 engages the spring contact IF which causes the light behind the window I to be illuminated. The light behind the window is, therefore, illuminated regardless of whether the contact 2 engages the contact or the contact 1F. If there are only three zones and the car runs from one end of the line to the other and back the conductor simply advances the hand lever l0 sixty degrees clockwise when passing from one zone to the next. In Figure 12 I have shown the various positions of the lever as IN for the first position of the lever when traveling north, 2N as the second position of the lever l0 when traveling in the second zone going north, 3N as the position of the lever when in the third zone going north, 38 as in the third zone going south, 25 as in the second zone going south, and S as indicating the position of the lever when in the first zone going south. These designations, of course, do not appear on the machine but are simply inserted in the drawings for purposes of description.

In the driven register there is a sight opening I 5 behind which are mounted drums to indicate the number of passengers which have boarded the car since the counter was last re-set by the knob I6. The mechanism to operate the consecutive counter and the re-setting means therefor are not described in this application as these means are well known in the art.

The driven register is also provided with a sight opening H which is provided with a pane I8 behind which appears tablets I9, 20 and 2|. Only one of these tablets is projected into the position where it can be seen at one time and these tablets indicate the amount of fare paid by Throughout the specification it is assumed that he pays 3 for riding in any one zone and 1 for each additional zone, so that if he gets on in one zone and is to get off in that same zone he pays 39). If he gets on in one zone and is going to the next zone he pays 4c. If he gets on in one zone and is going to a third zone so that he will travel through three zones, he pays 5. Obviously these amounts may be changed to any other figure desired. The means for operating these tablets will be described hereinafter.

There are three sets of counters 22, 23, and 24 which are positioned behind sight openings 25, 26, and 21 respectively (Figure 1). The counter 22 records the number of 3 fares collected; the counter 23 records the number of 4 fares collected; and the counter 25 records the number of 5 fares collected. In other words, the counter 22 records the number of minimum fares paid, that is, for riding in one zone only, whereas the counter 23 records the number of fares paid for riding in two zones and the counter 24 records the number of fares paid for riding in three zones, To obtain the amount of money which the collector must turn in to the company it is only necessary to note the number of each kind of fare registered during the days work and to multiply each of these figures by the unit of fare corresponding to that counter. The sum of these products gives the amount of money for which the conductor is held responsible.

Motor operating means In Figures 2, 5, 6, 7, and 11 I have shown the motor operating means and in Figure 10 I have shown the tablets which are projected adjacent this sight opening II. The motor operating means is driven by a conventional motor 28 which drives a worm 29 which meshes with and drives a worm gear 3|) which is loosely mounted on a shaft 3|, which gear 30 is provided with a sleeve 32 which has secured thereto a ratchet 33. The gear 30, sleeve 32 and ratchet 33 move as a unit and as they are loosely mounted on the shaft 3| they do not directly impart the rotation given by the motor to the shaft 3|. The disk 34, cam disk 35, collar 36 and safety disk 3! are all secured together and are secured to the shaft 3| by means of a pin 38 which passes through an extension 39 of the collar 36 and the shaft 3| so that all of these parts move as a unit with the shaft 3|. A pin 40 is mounted on the disk 34 and on this pin is pivoted a dog 4| provided with an extension or tail 42 which is engaged by one end of a lever 43 pivoted on a pin 44 mounted on the said disk 34. The lever 43 is provided with a slot 45 which receives a pin 46 carried by said disk 34. A spring 41 connects the said pin 46 to a pin 48 carried by the dog 4|, which spring tends to rotate the dog 4| in an anti-clockwise direction as shown in Figure 5 so as to move the right hand end of the lever 43 outwardly and downwardly so that the nose 49 on the lever 43 will be engaged by a nose 50 carried by the lever 5|. The upper end of the lever 5| is normally pulled against an extension 52 of the core 53 of the solenoid 54 by means of a spring 55. The lever 5| is pivoted on a shaft 56 and is provided with an off-set extension 51 which lies in the plane of the cam disk 35, as shown in Figure '7, which cam disk is provided with a cam 58. The disk 34 is bounded by a circle concentric with the shaft 3| except that it is provided with a cam 59 (Figures 5 and 7). on a shaft 6| and carries a roller 62 which rolls on the periphery of the disk 34, being pulled toward the same by means of a spring 63. The shaft 3| has secured thereto a collar 64 to which is secured a crank arm 65 which carries a crank pin 66 (Figures 6 and 11).

When the solenoid 54 is energized, as hereinafter described, the core 53 moves upwardly so that the extension 52 is above the upper end of the lever 5| and the spring 55 pulls the upper end of the said lever 5| toward the right as viewed in Figure 5 so that the nose 5!] on the said lever 5| is removed from engagement with the nose 49 on the lever 43. The spring 41 then rocks the dog 4| anti-clockwise as viewed in Figure 5 so that the dog will engage the ratchet 33. As the worm gear 30 is being driven by the Worm 29, which is in turn driven by the motor, the ratchet 33 will now impart its rotation to the disk 34 which is secured to the cam disk 35 and the shaft 3| is thereby rotated, which shaft rotates the crank 65. The roller 62 now rides on the circumference of the disk 34 until the disk 34 has almost completed its revolution, when the cam 59 engages the roller 62 and moves the lever The lever 60 is pivoted 60 to the left as viewed in Figure '7 and to the right as viewed in Figure 5 so that the upper end of the lever 60 engages a spring contact 61 and moves it into contact with the spring contact 68. While the cam 59 is passing the roller 62 the cam 58 engages the extension 51 of the lever 5|, moving it downwardly and thereby rotating the lever 5| so that the nose 50 is in a position to be engaged by the nose 49 of the lever 43. Immediately thereafter the nose 49 of the lever 43 engages the nose 50 of the lever 5| and this engagement rotates the lever 43 slightly anticlockwise as viewed in Figure 5 so that the end of the lever 43 engages the tail 42 and rotates the dog 4| clockwise so as to disengage the dog from the ratchet 33. By this means the disk 34 and shaft 3| are released from all driving engagement with the motor 28 and the pin 46 by limiting the movement of the lever 43 positively stops the disk 34 and shaft 3| from rotation. It is, therefore, apparent that the shaft 3| can make one revolution and one revolution only before it is automatically disengaged from the motor and the said shaft 3| is positively stopped in the position in which it will be after it has made the one revolution. This, however, does not stop the motor. Means are provided to cut off the current supply to the motor at this point, as will be hereinafter described, but the motor is allowed to spin until it comes to rest so that the machine is not subjected to any strain by suddenly stopping the motor.

The crank pin 66 (Figures 6 and 11) is connected to a pitrnan 69 which is connected to a pin 10 carried by a reciprocating gate 'II which moves upwardly and downwardly in guides I2. The gate II is provided with a horizontal slot I3. It is also provided with a lip I4 (Figures 2 and 11). It will be noted that the crank arm 65 is normally extending straight downwardly below the shaft 3| and as the shaft 3| is given its one rotation the gate II is first raised and then lowered.

Secured to the gate II are solenoids I5, 16, and 11, there being as many such solenoids as there are zones. Each of these solenoids is provided with a core, the cores being denoted by the reference characters l8, l9, and respectively. The solenoid I5 engages two wiper contacts 8| and 82 which are connected to leads 83 and 84 respectively. Each time a 3 fare is registered the circuit through the leads 83 and 84 are closed, as will be hereinafter described, so that the solenoid I5 is actuated so as to project the core I8 outwardly, or to the right as viewed in Figure 2, and beneath a lip 85 carried by a reciprocatab-le member 86 which has an outwardly extending arm 81 engaging beneath a lip 88 carried on the rear side of the tablet I9, which is the 3 tablet, thereby elevating the 3 tablet so that it can be seen through the sight opening II. Only the upward movement of the gate II is imparted to the said tablet so that it is raised into position where it can be seen but the downward movement of the gate is not imparted to the said tablet. It is held in view by means well known in the art until the next tablet is exposed, at which time the tablet previously exposed is dropped. The means to accomplish this result being well known in the art it is not shown in this application for it forms no part of the invention herein described.

In like manner the solenoid I6 is connected to spring contacts 89 and 90 which are connected to leads SI and 92 respectively and the circuit in which these leads form a part is closed and energized when a 4 fare is registered, in which case the solenoid I9 is projected beneath an arm similar to the arm 86 which is connected to the 4 tablet 20 (Figure 10). In like manner the solenoid TI is connected to spring contacts 93 and 94 which are connected to leads 95 and 96 respectively which form a part of the circuit which will be energized when a 5 fare is registered so as to project the core 80 beneath a lip similar to the lip 85 carried by an arm similar to the arm 86 which actuates the 5 tablet. These solenoids, therefore, constitute selective operated means to govern which of the tablets is to be projected into view.

Each of the arms 86 is provided with a pin 91 which extends through a slot 98 in an arm 99 pivoted on a shaft I02. The arm of 99 carries a pawl I00 which engages a ratchet IOI mounted on the shaft I02 which actuates the units wheel I03 of a counter such as the counters 22, 23, and 24. Each time, therefore, a 3 fare is actuated the arm 86 will be raised and lowered which will actuate the 3 counter 22 while if a 4 fare is registered the counter 23 will be actuated and each time a 5 fare is registered the counter 24 will be actuated.

The actuating register The actuating register is mounted at any convenient point in easy reach of the conductor. It is provided with hand levers I04, I05, and I06, or as many hand levers as there are zones. These hand levers extend through appropriate slots in the front of the casing I01 which is provided with an upper stop I08 and a lower stop I09. A side view of one of the hand levers is shown in Figure 14. It will be noted that each of these levers extends within the casing in the form of a plain bar 0 on which is mounted a pin III and a pin IIZ. A platen operating finger H3 is mounted on the pin III and this finger is provided with a toe I|4 which engages the pin H2 and limits the downward movement of the finger I I3, which finger is normally urged downwardly by means of a spring I I5 attached to the upper end of the finger H3 and thence passing around the pin I I I and beneath the pin I I2. The bar I|0 which forms a part of the hand lever is secured to a plate I I6 loosely mounted on a shaft IIl. hand lever is being pulled downwardly toward this stop I09 engages the cam surface I I9 of a latch I20 pivoted on a stud |2I carried by standards I22 mounted on the insulation block I23 which is attached to the base I24 of the machine. The latch I20 is provided with a pin I25 to which is secured a spring I26 connected to a fixed pin I21. As soon as the pin 8 has moved below the cam surface II9 the spring I26 pulls the nose I28 over above the pin H8 and locks the hand lever in its extreme downward position. It will be released by an electromagnet I 29 which, when energized as hereinafter described, will pull downwardly on the bar I30 loosely mounted on the stud I2I, which bar I30 is provided with a toe |3| which engages the pin I25 when the bar I30 is attracted by the electromagnet and will thereby move the latch I20 toward the right as viewed in Figure 14 disengaging the nose I28 from the pin H8.

The bar 0 forming a part of the hand lever also is provided with a contact finger I32 which is insulated from the hand lever by means of insulation I33. This contact finger, when the hand This plate carries a pin II8 which as the I lever is depressed, engages contact fingers I34 and I35. In like manner the contact finger I on the hand lever I04 engages contact fingers I36 and I31 (Figure 16) and the contact finger I4I on the hand lever I06 engages contact fingers I38 and I39 as shown in Figure 15. This is diagrammatically shown also in Figure 24. The functions of the contact fingers I46, I32, and MI is to close circuits which will cause the selected one of the solenoids 15, 16 or 11 to be actuated to indicate the fare paid and to register the same, as will be hereinafter described in regard to the electric circuits.

The plate II6 forming a continuation of the hand lever is provided with an extension I42 which carries a pin I43 to which is secured a spring I44 which is attached to a pin I45 mounted on an insulation block I46 which is mounted on the base I24. This spring holds the hand lever in its upper position against the stop I08 unless the operator manually holds the lever down or it is being held down by the latch I20.

This plate H6 is provided with a rack I41 which engages a broad pinion I48 mounted on a shaft I49, which pinion engages and drives a pinion I50 mounted on a shaft I5I. The shaft I5I has secured thereto a feed roller I52 which engages a feed roller I53. Between these feed rollers passes a strip of paper I54 which is unwound from a supply roll I55 mounted on a shaft I56. The paper, after leaving the roller I55, passes over a guide or shaft I51 from whence it passes between the feed rollers and over a stationary knife I58 and from thence over a continuous ribbon I59, which ribbon may be intermittently fed by any conventional means. After passing beyond the ribbon it passes between guides I60 which conduct it through an opening I6I on to a platform I62 from whence the passenger takes his ticket or receipt.

When the operating handle I04, I05 or I06 is raised upwardly it is obvious that the upper feed roller, such as the roller I52, would be reversely rotated and this movement should not be transmitted to the paper strip. It is, therefore, necessary to provide means to lower the bottom feed roller, such as the roller I53, so that this reversed feeding movement would be ineffective so far as the paper strip is concerned. This is accomplished by mounting the lower feed roller on a shaft I63 which is secured to an arm I64 of a lever I65 pivoted on a shaft I66. The lever I65 is provided with a lower arm I61 which carries a roller I68. The plate H6 is provided with a rib I69 concentric with the center of the shaft H1. This rib is provided with a cam surface I10 on its right hand end as viewed in Figure 14 and with a cam surface I1I on the left hand end thereof. A dog I12 is pivoted on a pin I13 carried by the plate H6 and the lower end of this dog carries a pin I14 to which a spring I15 is attached which is secured to a pin I16 also carried by the plate I I6. As the hand lever is pulled downwardly it is obvious that the upper surface of the rib I69 would ride underneath the pin I68. When the hand lever is completely depressed the rib I69 would have moved beyond the roller I68 so that the lever I65 would drop by gravity or by means of a spring I8I (Figure 12) so as to disengage the lower feed roller from the upper feed roller. Any conventional means may be provided to limit the downward movement of the lever I65. As the hand lever is now moved toward the stop I08 the cam surface I10 will engage the roller I68 thereby forcing the roller I 68 beneath the lower surface of the rib I69 positively holding the lower feed roller out of engagement with the upper feed roller. Just prior to the time the hand lever reaches the stop I08 the roller I68 will engage the upper end of the dog I12 rotating it counter-clockwise as viewed in Figure 14 and passing between the upper end of the dog and the cam surface I1I carried by the rib I69. As soon as it has passed between these members the spring I15 snaps the dog I12 back into position as shown in Figure 14 so that the upper surface of the dog I12 which meets the upper surface of the rib I69 will force the roller I 68 to travel over the upper surface of the rib I69 when the hand lever is again depressed, thereby forcing the lower feed roller into engagement with the upper feed roller.

One of the many means which might be used to limit the up and down movement of the lever I65 is shown in Figure 12 in which the shaft I63 which carries the lower feed roller extends through a slot I16 in the wall I11. The shaft I63 is connected to a lever I18 mounted on the shaft I66, which lever has an extension I19 which carries a pin I to which is connected a spring I8I secured to a fixed pin I82. The upper and lower ends of the slot I16 limit the upward and downward movement of the shaft I63 and the spring I8I tends to pull the shaft downwardly so as to cause the roller I68 to pass beneath the rib I69 while the pawl I12 and the cam surface I1I positively force the shaft I63 upwardly just prior to the time that the hand lever is returned to its uppermost position against the stop I08.

The platen operating finger II3 carried as above mentioned by the hand lever is provided with a downwardly extending toe I83 adapted to engage an extension I84 of a platen lever I85 which carries a platen hammer I86. When the hand lever has been lowered almost to its lower limit so that the toe I83 engages the extension I84 the hammer I86 is raised and as the surface of the extension I84 which is in engagement with the toe I83 is thus rotated anti-clockwise it forms a cam surface which permits the toe I83 to slide off of the same so that the hammer is now released. It now falls by gravity or by means of a spring 305 so as to engage the paper strip I54 against the ribbon I59 and press the ribbon against the printing members carried by the shaft I 66, thereby printing certain indicia on the ticket and simultaneously bringing the movable knife I 81 into engagement with the fixed knife I58 thereby severing the ticket. The passenger can now pick up the part of the ticket extending over the platform I62 and thereby remove his ticket from the machine. The lever I85 is provided with an extension 303 which normally engages a spring pressed plunger 304 so as to hold the hammer out of engagement with the paper when the hammer is released. Its momentum then causes the printing to be performed and immediately thereafter the spring pressed plunger 364 raises the hammer out of engagement with the paper or ribbon.

As shown in Figures 15 and 16 there are three such hand levers, or as many levers as there are zones, and each of these hand levers is connected with mechanism similar to that described above. If, therefore, the operator pulls downwardly on the hand lever I04 he issues a ticket from one paper supply roll, whereas if he pulls down on lever I05 he issues a ticket from another supply roll and if he pulls down lever I06 he issues t cket from a third paper supply roll. There are, therefore, as many supply rolls of paper as there are zones and the paper on each of these supply rolls is differently colored. For instance,

the ticket that will be issued by pulling down on the lever 04 would be red such as the ticket shown in Figure 21 while the ticket issued by pulling down the lever Hi5 would be green as shown in Figure 22 and the ticket that would be issued by pulling downwardly on lever I06 would be blue as shown in Figure 23. The operator uses the levers I04, I05 and I06 according to the destination of the passenger. If, therefore, the conductor is commencing his run going north in zone 1 he will pass through zones 1, 2 and 3. If a passenger gets on the car whose destination is zone 1, the conductor will pull down on lever I04 and will issue a red ticket as shown in Figure 2I, whereas if the passenger is going to zone 2, the conductor pulls down on lever I05 which will issue a green ticket as shown in Figure 22 and if the passenger is going to zone 3, the conductor will issue a blue ticket by pulling down on lever I06, which ticket is shown in Figure 23. The color of these tickets, therefore, indicates the destination of the passenger. When the conductor passes into zone 2 if a passenger gets on whose destination is zone 2 he would pull down on lever I05 and issue the green ticket shown in Figure 22, Whereas if a passenger gets on in zone 2 going into zone 3 he would pull down on lever I06, issuing a blue ticket as shown in Figure 23. When a passenger gets on in zone 3 going north he cannot pass through any zone except the zone in which he is at that time, which is zone 3, and the conductor would, therefore, pull down on lever I06 and issue to him a blue ticket as shown in Figure 23. The indicia printed on these tickets may be changed in the various zones but it is essential that it be remembered that the color of the ticket indicates the zone to which the passenger has paid his fare. The color of the ticket does not shown the amount of money paid or the number of zones through which the passenger will pass. The color indicates destination only.

The indicia printed on the ticket is the date, which prevents the passenger using that ticket on another day, the direction of travel, such as "In and Out or North and South, and the zone in which the passenger entered the car.

The means to set up the date is shown in Figure 17 in which the year printing wheels I88 are set up at the beginning of the year. These wheels are manually set and are secured to shafts I89. The date printing wheels I90 are mounted on sleeves I 9I which carry gears I92 which mesh with gears 300 mounted on short shafts 30I (see Figure 14) and which gears 300 mesh with gears I93 secured to a shaft E94 which is driven by a gear I95 which meshes with and drives the left hand gear I93 as shown in Figure 17. The gear I95 is mounted on a sleeve I98 which is secured to a hand knob I91 in reach of the conductor so that as the conductor rotates the hand knob I91 be simultaneously sets all of the date printing wheels I90. The conductor can also reach a setting knob I98 secured to a shaft I99 on which three gears 200 are mounted, which gears mesh with and drive gears 20I loosely mounted on the shaft I94, which gears mesh with gears 302 on short shafts 30I and which gears 302 mesh with gears 202 secured to sleeves 203 to which the month printing wheels 204 are secured.

The type to print the direction of travel and the zone in which the passenger entered the conveyance are mounted on printing surfaces 205 as shown in Figure 14. There are twice as many such printing surfaces as there are zones; that is, in the present instance there are six such printing surfaces. Only the upper one of these printing surfaces directly beneath the ribbon I59 will be effective to print. These printing surfaces are mounted on three disks 206, 201 and 200 as shown in Figures 15, 16, and 18. Each of these disks is secured to the shaft I66 which has secured thereto a gear 209 which is driven by an idler gear 2I0 mounted on a shaft 2, which idler gear 2I0 meshes with and is driven by a gear 2I2 secured to the shaft II1 to which is secured the hand crank I0. The printing type is arranged on the three disks 206, 201, and 200 in identical manner; that is, what appears on one appears on the other also. With the hand crank I0 being in its upper position as shown, the printink type that would appear on the uppermost printing surface 205 of each of the disks 206, 201, and 208 would be North 1 showing that the direction of travel was north and the passenger got on in zone No. l, a position which exactly corresponds to the setting of the hand crank I 0. When the car passes into zone 2 going north the hand crank I0 as before described would be moved to its 2N position and the printing type that would be thereby brought into position would be North 2 on each of the disks. When the car passes into the third zone the printing type would be changed to North 3 because the hand crank would be moved into the SN position shown in Figure 12. When the car starts south the hand crank would be moved into the 3S position and the printing type would thereby be rotated so as to print South 3 showing that the passenger entered the car going south while the car was in zone 3. It is, therefore, obvious that the color of the ticket shows the destination of the passenger while the indicia on the ticket indioates the date, the direction of travel and the zone in which the passenger entered the car. The printing surface of the types 204, I90, and I88 and the types on the disks are in alignment with each other as shown in Figure 15.

Controlling means for the electric circuits As before mentioned, the hand crank I0 is secured to the shaft H1 and on this shaft are secured three disks 2I3, 2I4 and 2I5. The circumferences of these disks are shown in plan in Figure 19. In making such a plan view it would be assumed that the disk 2 I4, shown in Figure 14, as well as the other disks, was cut on the line 2 I 6 (Figure 14) and unrolled and laid flat. In alignment on the three disks would be insulated contacts 2I1, 2I8, and 2I9 which, when the hand crank I0 is in its upper position, denote that the car is in zone 1 going north; that is, contacts 2 I1, 218 and 2I9 will be in engagement with contacts carried by the insulation block I46 as follows:

The contact 2I1 will engage terminals 220 and 22I. The contact 2I8 will engage terminals 222 and 223 and the contact 2 I 9 will engage terminals 224 and 225. When the hand crank I0 is rotated to its 2N position as shown in Figure 12 denoting that the car is now in the second zone going north the three disks 2I3, 2I4, and 2I5 will be correspondingly rotated so as to bring the contact 226 on the disk 2I4 into engagement with the terminals 221 and 228 carried by the insulation block I45 and the contact 229 will be brought into engagement with the terminals 230 and 23I carried by the insulation block I46.

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There will be no contact plate on the disk 213 which will close any circuits. When the hand crank 18 is rotated to its 3N position as shown in Figure 12 showing that the car is now in the third zone going north the three disks will be rotated correspondingly so as to bring the contact 232 on the disk 215 into engagement with the terminals 233 and 234 mounted on the insulation block 146. When the hand crank 19 is rotated into its 38 position shown in Figure 12 showing that the car is in the third zone going south the three disks 213, 214, and 215 will be correspondingly rotated so that the contact 235 will be brought into engagement with the terminals 233 and 234 described above. Also the contact 236 will be brought into engagement with the terminals 222 and 223 described above. The contact 231 will be brought into engagement with the terminals 238 and 239 carried by the insulation block 146. When the hand crank 19 is moved to its 28 position shown in Figure 12 showing that the car is in the second zone going south the contact 240 carried by the disk 214 will be brought into engagement with the contacts 221 and 228 described above and contact 241 carried by the disk 213 will be brought into engagement with the terminals 242 and 243 carried by the insulation block 146. When the hand crank 11] is rotated to its 1S position showing that the car is in the first zone going south the three disks 213, 214, and 215 will be correspondingly rotated, bringing the contact 244 into engagement with the terminals 229 and 221 described above.

Electric circuits A lead 245 is connected to any suitable source of electric energy 246 and the lead extends to a resistance coil 241. From a part of the resistance unit where the current had been sufficiently reduced by resistance a lead 248 extends to a spring contact 249 (Figures 11 and 24), which spring contact is immediately above the solenoid core 53. Adjacent the spring contact 249 is a spring contact 250 from which a lead 251 extends to the motor 28 and from the motor there is a lead 252 which extends to the ground 253. When the solenoid 53 is actuated it is obvious that it would press the spring contact 249 against the spring contact 250, completing the circuit and energizing the motor which as above described would make one revolution. After it has made the one revolution the solenoid 54 will be de-energized as will be hereinafter described and the spring 254 Figure will retract the solenoid core 53 thereby breaking the circuit so that the power to the motor will be cut off.

A lead 255 extends from a point on the resistance coil where the electrical energy would be low, which lead is connected to a lead 256 which is connected to the coils of the solenoid 54. A lead 251 extends from the solenoid 54 and is connected by leads 258, 259, and 268 to the spring contacts 136, 134 and 138 heretofore described and shown in Figures 24, 14, 15, and 16. Leads 261, 262, and 263 extend from the spring contacts 131, 135, and 139 respectively. The lead 261 is connected to all three of the contacts 221, 239, and 243. The lead 262 is connected to both of the contacts 223 and 228 and the lead 263 is connected to all three of the contacts 225, 231, and 234. Leads 265, 266, and 261 extend from the contacts 229, 221, and 233 respectively and each of these leads is connected to a lead 268 which is connected to the lead 83 heretofore described and shown in Figures 24 and 11. Leads 269, 219, and 211 extend from the contacts 242, 222, and 239 respectively, which leads all connect to a lead 212 which is connected to the lead 91 heretofore described. Leads 213 and 214 extend from the contacts 238 and 224 respectively, which leads are connected to a lead 215 which is connected to the lead 95 heretofore described. The leads 84, 92, and 96 are connected to a lead 216 which is connected to a lead 211 which extends to the ground 218.

The lead 255 is connected to a lead 219 which is connected to a spring contact 61 (Figures 5 and 24), which it will be remembered is adjacent the lever 69 which is moved to the right as viewed in Figures 5 and 24 just prior to the time that the motor driven disk 34 completes its single revolution thereby moving the spring contact 61 into engagement with the spring contact 68 from whence extends a lead 288 connected to the electromagnet 129 (Figures 4 and 24) from whence extends a lead 281 which goes to the ground 282.

Looking means As above mentioned, the levers 1114-, 105, and 1116 print a ticket showing by its color the destination of the passenger. Obviously when the car has passed such' a destination the conductor should not operate that lever. For instance, if the car has already passed zone 1 going north and is now in zone 2 the conductor should not operate the lever 194 and when the car is in zone 3 going north the conductor should not operate levers 1114 or 165. I have provided means which will prevent the operation of any lever corresponding to a zone which the car has already passed through. This means consists of solenoids 396, 361, and 368, there being one solenoid for each lever employed. When for any reason the circuit associated with any one of the said solenoids is interrupted the cores 369, 310, and 311 of the solenoids 3116, 391, and 368 respectively engage the plates associated with the levers 1114, 195, and 166 and hold said levers in elevated position. A lead 312 extends from the extreme end of the resistance cell 241 and is connected with the coils of the solenoids 366, 3111, and 398 by means of leads 313, 314, and 315 respectively. From the solenoid 366 a lead 316 extends to a terminal 311 on the insulation block 146. A terminal 318 is also mounted directly beneath the terminal 311 and from this terminal extends a lead 319. Both of the terminals 311 and 318 are positioned so that the contacts 326, 321, 322, and 323 on the drum 213 will be brought into engagement with said terminals when the drum 213 is rotated. The contact 329 occupies the same peripheral position as the contact 211 and the contact 321 is beside the contact 231, the contact 322 is beside the contact 241 and the contact 323 is in peripheral alignment with the contact 244. A lead 324 extends from the solenoid 391 to a terminal 325 which is directly above a terminal 326, both of which terminals are on the insulation block 146. A lead 321 extends from the contact 326 to the ground 328. The contacts 325 and 326 are so positioned that each of the four contacts 329, 339, 331, and 332 carried by the drum 214 will engage both of said contacts when the drum 214 is rotated. The contact disks 329, 331], 331, and 332 are positioned on the drum 214 in peripheral alignment with the contact 218, 226, 236, and 249 respectively. A lead 333 extends from the solenoid 3118 to a terminal 334 which is positioned directly above a terminal 335,

both of which terminals are mounted on the insulation block I46. A lead 336 extends from the terminal 335 to the ground 331. The contacts 334 and 335 are positioned so that each of the contacts 338, 339, 340, and 34I carried by the drum 2 I5 will engage both of said terminals when said drum U5 is rotated. From the above description it will be obvious that the circuits associated with the solenoids 306, 301, and 308 will be closed only when the drums 2I3, 2l4, and 2I5 are in position to complete circuits to register fares. There are no contacts on the drum 2I3 corresponding to the positions 2N or 3N of the crank I (Figure 12) and hence when said crank I0 is in either of said positions the circuit through the solenoid 306 will be opened so that its solenoid 309 looks the lever I04 against operation. It, therefore, appears that on the north bound travel the lever I04 is locked against operation after we have passed through zone 1 going north but it is not locked against operation in zone 1 going north or in any of the zones going south. In like manner the lever I is locked against operation when in the third zone going north or in the first zone going south. In like manner the lever I06 is locked against operation in the second and first zones going south.

Means to indicate the proper fare to any zone If there are a large number of zones the conductor might make mistakes as to the proper amount of fare to be collected from the zone in which the car is at that time to any succeeding zone. I have, therefore, provided means to visibly indicate to him the proper fare to be collected to any given destination. It will be remembered that the hand crank I0 is rotated to its next succeeding position when the car passes into the next succeeding Zone and that the shaft I66 is correspondingly rotated. On the left hand end of this shaft as viewed in Figure 16 is secured a gear 342 which meshes with and drives a gear 343 mounted on a stud shaft 344, which gear meshes with and drives a gear 345 secured to a shaft 346 which carries a plurality of drums or one long drum 341 which is directly behind a sight opening 348 (Figure 14). The drum 341 (Figures 14, 15, and 16) is, therefore, directly connected to the crank I0 and rotates therewith. As viewed in Figures 15 and 16 there are characters 3, 4, and 5 directly behind the sight opening 348. In this view it will be remembered that the car is in the first zone going north. If the lever I04 is operated the conductor should collect 3 for a ticket will be issued from zone 1 good only in zone 1, whereas if the lever I05 is operated it will issue a ticket from zone 1 to zone 2 and the numeral 4 just above and to the right of the said lever I05 shows to the con ductor that 4 should be collected, while if the lever I06 is operated a ticket is issued from zone 1 to zone 3 and the fare is 5e, which figure appears just above and to the right of the lever I06. When the crank I0 is moved to its 2N position the drum 341 will be rotated so as to bring into view the indicia 034 which shows to the conductor that he should not attempt to operate the lever I04 and that if he operates the lever I05 he should collect 3, while if he operates the lever I06 he should collect 4. When the crank I0 is in its 3N position the indicia that will appear behind the sight opening 348 will be 003 showing to the conductor that the only lever that he should operate would be the lever I06 and the fare should be 3. When the crank I0 is in its 38 position, or third zone going south, the numeral 3 would appear adjacent the lever I06 and the numeral 4 would appear adjacent the lever I05, while the numeral 5 would appear adjacent the lever I04. When the crank I0 is in the 28 position denoting the second zone going south a 0 would appear above the lever I06, a 3 above the lever I05 and a 4 above the lever I04. When the crank I0 is in the IS position denoting that the car is in the last zone going south zeros would appear adjacent the levers I06 and I05 and 3" would appear above the lever I04. It, therefore, appears that regardless of the direction of travel the fare from the zone in which the car then is to any other zone is automatically indicated to the conductor so that he will have no calculation whatsoever to make and thereby errors will be reduced to a minimum. This is a fraud preventive device also for the passenger is likewise shown the amount of fare which he should pay so that the conductor will thereby be prevented from overcharging the passenger.

Ticket receptacle It will be remembered that the hand crank I0 is secured to the shaft H1 and as shown in Figure 16 this shaft II1 has secured thereto a bevel gear 283 which meshes with a ring bevel gear 284 mounted on a rotatable drum 285 which is supported by balls 286. This rotatable drum is divided into twice as many compartments as there are zones by means of partitions 281 (Figure 8). A part of the upper portion of the drum is covered by a plate 268, which plate extends from the center of rotation for approximately threefourths of the distance to the circumference of the drum leaving openings 289 into which the tickets can be dropped. This upper plate 288 is provided with different colors so that the distance between two of the partitions 281 would be a red sector 290, whereas the next would be a green sector 29I, the next would be a blue sector 292, the fourth would be a blue sector 293, the fifth would be a green sector 294, and the sixth would be a red sector 295. This plate 288 lies immediately beneath a stationary plate 296 supported by a standard 291 secured to any fixed part of the car. This plate 296 has a cut-away portion 298 which exactly corresponds to the shape of one of the sectors lying between the partitions 281. The passengers exit causes the passenger to pass by this ticket receptacle and he must deposit his ticket in the receptacle. Since there is only one opening 298 in the plate 296 and since the rotatable receptacle 205 directly beneath it rotates in unison with the setting of the hand crank I0 denoting the zone in which the car is at that time, it is obvious that if the car is then in zone 1, which is the zone carrying red destination tickets, the sector 290 would be visible through the opening 298 and the only place that the passenger could deposit his ticket would be in the opening 289 extending between the red sector 290 and the periphery of the rotatable drum. The partitions 281 guide this ticket downwardly so that it is impossible to get this red ticket going north in any other compartment. When the car passes into zone 2 the drum is rotated so that the sector 29I appears beneath the opening 296 and it is likewise impossible for the passenger to deposit his ticket in any opening other than the opening 289 extending between the green sector 29I and the periphery of the drum. If a passenger presents a 

